Auto tire nonskid device



May 13, 1952 C. S. BRANDVOLD AUTO TIRE NONSKID DEVICE Filed Dec. 21, 1950 @www Ffa 5 INVENTOR.

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Patented May 13, 1952 UNITED STATES PATENT OFFICE AUTO TIRE NONSKI'D DEVICE Carl S. Brandvold, Cut Bank, Mont. Application December 21, 1950, jSeial'No. .202,101

4 Claims. l

This vinvention relates to traction devices, and more particularly to a device for installation on a conventional automobile wheel to provide improved traction therefor.

The 'main object of the invention is to `provide a novel and vimproved traction assembly for installation on a conventional automobile wheel, said assembly involving relatively simple parts, being easy to install on a wheel. and being adapted to 'be installed without requiring the whee1 tolbe'jacked up.

A 'further object of the invention is to provide an improved traction device for an automobile Wheel, said device being inexpensive to manufacture, being `rugged'in construction, and being engageableon a wheel in asecure fashion, whereby the device will remain in operating position on the Wheel at all times after the installation thereof.

Further objects and advantages of the invention will become apparent from the following `description and claims, and from the accompanying drawingswherein: A

Figure 1 is a side elevational view of a conventional automobile tire showing an improved traction device according to the present invention installed thereon;

Figure 2 is an enlarged, vcross-sectional, detail view taken online 2-2 of Figure l;

Figure 3 is a crosssectional view taken on line 3a-3 o'Figure'l;

Figure4 is a perspective, detail view of one of the auxiliaryshoe elements of the traction .device of Figure 1;

-Figure 5`is an enlarged, cross-sectional, detail view taken on line 5-5 of Figure l Figure v6 is an enlarged, cross-sectional, detail view taken on line 6-.6 of Figure 3;

Figure 7 is an enlarged, perspective, detail view of the flanged securing pin to which the Vtie links of the traction device of Figure `1 are secured.

Referring to the drawings, and more particularly to Figure .1, II designates a conventional automobile tire on'which is mountedan improved 4traction assembly according to thepresent invention, as shown. The traction assembly comprises Aa pair of generally U-shaped frame members I2 and `I3 arranged in opposing relation with the lbight portion I4 of the member I2 arranged in overlapping relationship with respect to the bight 4portion I5 of the member I3. As shown in Fig- Vure 2, the bight portion I5 is inwardly offset with respect `to `the plane of the member I3, and the .lbightportion I4 `is vinwardly offset `with respect to the plane of the member I2, whereby the bght portions `I4 `and t5 extend "in a plane substantially parallel to the planes of the members I2 and I3 and located midway between the planes of the members I2 and I3. As shown in Figure 1,t-he arms of the framemember I2, designated at I6, I6, are preferably at right angles to each other, and the arms of the member I3, designated at II, I'I are likewise preferably at right angles to eachother, whereby the arms I6, I6 and Il, 'Il may be `arranged on an lautomobile tire at equal angular `spacings successively around the tire.

Each ofthe arms I6, I6 and Il, I1 `is; formed at its outer end with a transversely extending hook-like shoe member I8 shaped to :engage transversely over the tread of the tire II, as shown in Figure 3, and to engage the inner `side of the tire with the inturned end portion I9 thereof. The outer surface of the shoe member I9 may be suitably roughened or may be provided with the outwardly projecting caulks 20 providing a tractive, ground-engaging surface.

The `bight portions I4 and I5 are urged `apart by a spring ldevice designated generally -at 2I. The device 2I may comprise a tubular housing 22 which has a grooved plunger 23 slidably mounted in one end, the housing 22 being formed with opposing longitudinal slots 24 opening at said one end. The plunger 23 is formed with the V-shaped groove 25 and thebight portion I5 is lformed with the V-shaped bottom surface 28 which engages in the groove `25. As shown in Figure '2, the bight portion I5 -is slidable in the opposed longitudinal slots '24. Designated at 21 is a stationary abutment member secured in the opposite end of thetubular member 22 and which is grooved to receive the bight portion I4, as shown. The end `of the member 22 is formed with opposed ,slots 28 through 'which the bight portion I4 may be `passed when said bight portion `is being received in the abutment member 21. Designated at 29 4is a cap member which is insertable in the lend of the tubular member 22 and which `is secured thereinin covering relationship to the 'bight portion I4, as by the machine .screws 30 which extend through the wall of member 22, the wall of cap member 29, and into threaded vengagement withthe abutment member 2l. 'Designated at 3| is a coil spring which is positioned inside the tubular member v22 and bears at one end on the abutment member 21 and at the other end on the plunger 23, biasing .the plunger away from `the abutment member 21 and 'thereby urging the bight portion I5 `away iromthe'big'ht portion I4.

It will be readily apparent that the device as described above may be assembled on the tire I I k the shoe elements I8 of the frame member I2 on the top surfaces of the tire, exerting upward force on the frame member I2 against the pressure of the spring device 2|. After the shoe elements I8 of the frame members I3 and I2 have been engaged on the tire, as above described, the spring device ZI exerts resilient clamping action on the shoe elements because of the action of coil spring 3I.

As shown in Figure l, the frame members I2 andv I3 may be secured against rotation relative to each other by tie bars 32 connecting the arms I6, I6 and I1, II at points adjacent the shoe elements I8. The tie or links bars may include one or more expansible link members 33. The expansible link member 33 comprises a sleeve member 34 and a rod member 35 extending axially into said sleeve member. Designated at 36 is a coil spring surrounding the inner end of the rod member 35 and bearing at one end on the end wall 3I of the sleeve member 34, and at the other end on a washer 38 which surrounds the end portion of the rod member 35 and which is restrained against separation from the rod member by a nut 33 threaded on the end of the rod member. As shown in Figure 5, the sleeve mem- -ber 34 has a flattened, apertured end 48 employed for securing the sleeve member to an arm I6 or I'I, and the rod member 35 has an apertured flattened end 4I for a similar purpose.

Designated at 42 are auxiliary bar members formed at their ends with transversely extending shoe elements 43 shaped to engage over the tread of the tire II, the bar member 42 being pivotally secured at its center to the arm I6 or II of the associated frame member I2 or I3. In the arrangement disclosed in Figure 1, a bolt member 44 extends through the arm I6 or I'I, said bolt member being provided with a cylindrical bearing portion 45 which is rotatably received in the central aperture of the plate member 42. Designated at 46 is a nutl member which is threaded on the bolt 44 and which isprovided at one end with a circular flange 41 adapted to abut the bearing portion 45. The nut 46 is formed at its opposite end with the hexagonal flange 48 and has asquared shank portion 49 between anges 47 and 48. The link barsl 32 and 33 are formed at their ends with keyhole slots 58 adapted to engage on the shank portions 49, holding the link ,bars in right angled relation due to the keying ofthe narrow portions of the slots 50 with the squared shank 49.

It will be apparent that the auxiliary members 42 may pivot freely around the bolt 44, in accordance with the deformation of the tire tread as the tire rolls over the ground. The link bars 32 and 33 retain the frame members I2 and I3 in substantially opposed relationship at all times and prevent the shoe elements 43 and' I8 from shifting from their initial relative positions.

In mounting the device, the frame members I2 and I3 are first engaged on the tire in the 4manner above described, the auxiliary traction members 42 are then engaged on the bolts 44 and the link bars 32 and 33 are then secured on the squared shank portions of the nut members 46. It will be further apparent that the traction device may be assembled on the tire II withoutV .requiring the tire to be jacked up, and similarly,

the traction device maybe readily removed from 4 the tire when its use is no longer required, without requiring the wheel to be jacked up or otherwise elevated.

While a specific embodiment of an improved traction device for an automobile wheel has been disclosed in the foregoing description, it will be understood that various modications within the spirit of the invention may occur to those skilled in the art. Therefore, it is intended that no limitations be placed on the invention except as denned by the scope of the appended claims.

What is claimed is:

l. A traction device for a motor vehicle wheel having an outer peripheral tread comprising a pair of substantially U-shaped frame members each having a pair of side arms and a bight portion connecting said side arms, said frame members being arranged in opposing relation with their bight portions overlapping, respective hooklike shoe members rigidly carried at the ends of the side arms of the frame members and arranged to engage transversely over the tread of the motor vehicle wheel, each shoe member being provided with a roughened ground-engaging outer surface, and spring means mounted between the bight portions of said frame members and urging said bight portions apart, whereby inward clamping pressure is exerted on the tread of the vehicle wheel by said shoe members.

2. A traction device for a motor'vehicle wheel having an outer peripheral tread comprising a pair of substantially U-shaped frame members each having a pair of side arms and a bight portion connecting said side arms, said frame members being arranged in opposing relation with their bight portions overlapping, whereby said side arms extend outwardly and are arranged in successive sequence around the overlapping bight portions, respective hook-like shoe members rigidly carried at the ends of the side arms of the frame members and arranged to engage transversely over the tread of the motor vehicle wheel, each shoe member being provided with a roughened ground-engaging outer surface, spring means mounted between the bight portions of said frame members and urging said bight portions apart, whereby inward clamping pressure is exerted on the tread of the vehicle wheel` by said shoe members, and respective link bars connecting the succesive arms of thevframe members.

3. A traction device for a motor vehicle wheel having an outer peripheral tread comprising a pair of substantially U-shaped frame members each having a pair of side arms and a bight portion connecting said side arms, said frame members being arranged in opposing relation with their bightfportions overlapping, whereby said side arms extend outwardly and are arranged -in successive sequence around the overlapping bight portions, respective hook-like shoe members rigidly carried at the ends of the side arms of the frame members and arranged to engage transversely over the tread of the motor vehicle wheel, each shoe member being provided with a roughened ground-engaging outer surface, spring means mounted between the bight portions of said frame members and urging said bight portions apart, whereby inward clamping pressure is exerted on the tread of the vehicle wheel by said shoe members, and respective link bars connecting the successive arms of the frame members. at least one of said link bars comprising a sleeve member, a rod element slidably mountedin said sleeve member, and spring means urging the rod 5 element inwardly with respect to the sleeve member.

4. A traction device for a motor vehicle wheel having an outer peripheral tread comprising a pair of substantially U-shaped frame members each having a pair of side arms and a bight portion connecting said side arms, said frame members being arranged in opposing relation with their bight portions overlapping, whereby said side arms extend outwardly and are arranged in successive sequence around the overlapping bight portions, respective hook-like shoe members rigidly carried at the ends of the side arms of the frame members and arranged to engage transversely over the tread of the motor vehicle wheel. each shoe member being provided with a roughened ground-engaging outer surface, spring means mounted between the bight portions of said frame members and urging said bight portions apart, whereby inward clamping pressure is exerted on the tread of the vehicle wheel by said shoe members, respective link bars connecting the successive arms of the frame members, and respective auxiliary bar members pivoted at their intermediate portions to the respective successive arms of the frame members, each auxiliary bar member being formed at its opposite ends with auxiliary transversely extending shoe elements arranged to engage over the wheel tread, said auxiliary shoe elements being provided with roughened ground-engaging outer surfaces.

CARL S. BRANDVOLD.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 2,426,683 I-Iarrop Sept. 2, 1947 2,453,611 Zimmer Nov. 9, 1948 

